Car construction



2 Sheets-Sheet 0., C. DURYEA GAR CONSTRUCTION Filed Aug. 8, 1928 May 17, 1932.

May 17, 1932. .o. c. DURYEA CAR CONSTRUCTION Filed Aug. 8, 1 928 2 Sheets-Sheet 2 mm K N @Q \x aw xm gmwmm & 9

R MK mwwmv Patented May 17, 1932 UNITED stares PATENT OFFICE OTHO C. D'URYEA, OF WATER-BURY, CONNECTICUT, ASSIGNOR T0 0. C. DURYEA CORPO- RATION, 0F WILMINGTON, DELAWARE, A CORIPORATION OF DELAWARE CAR CONSTRUCTION Application filed Auguste, 1923. Serial No. 298,317.

This invention relates to railway cars, and more particularly to a car embodying a draft and butting column which extends substantially the length of the car structure and is mounted for longitudinal movement relative thereto.

One of the objects of the present invention is to provide a longitudinally movable center member car with novel means for cushioning or absorbing draft and buffing forces imparted to the car, whereby damage to the car structure and its lading is prevented.

Another object is to provide novel cushioning means of long travel for a railway car of the above type in combination with'means for maintaining the train slack within suitable or desired limits, the train slack means being operable independently of the long travel cushioning means.

Another object is to provide a car having a rigid draft and bufling column extending substantially the lengthof'the car structure and mounted for longitudinal movement in both directions, relative thereto, in combination with novel energy dissipating means for resisting relative movement of the column or center member.

A further'object is to provide long travel cushioning means for a longitudinally movable center member, said cushioning means embodying novel friction elements operatively connected to and movable with the center member.

Another object is to provide novel cushioning means embodying friction and resilient elements, said means being so constituted that the resilient element or elements resist relative movement of the center member under draft and buffing forces, while the friction elements act merely as snubbers to check or dampen recoil.

Two embodiments of the present invention are illustrated in the accompanying drawings, wherein like reference characters refer to like parts throughout the several views.

his to be expressly understood, however,

that the drawings are for purposes of illus- 6 jtration only and are not designed as a definition of the limits of the invention, reference being had to the appended claims for this purpose.

In the drawings,-

Figs. 1 and 1a constitute a top plan, sectional view, with parts broken away, of a portion of one end of the car structure embodying the present invention;

Fig. 2 is a detail, sectional side elevation of the structure shown in Fig. 1;

Figs. 3, 4 and 5 are detail sectional views taken on the lines 3-3, 4 -4 and 5-5. of Fi 2 respectively and ig. 6 is a detail, sectional side elevation of another embodiment of a portion of the cushioning means constituting the subject matter of the present invention.

In the form illustrated in Figs. 1 to 5 inelusive, the car structure embodying thepresent invention is of the box car type but it will be understood that the invention is not limited to cars of this character. In order to employ large scale drawings a portion only of one end of the car is shown, the opposite end being similarly constructed. As will be understood by those skilled in the art, the car structure is adapted to be mounted on suitable trucks by means of center plates, one of which is partially shown at 7 in Fig. 2. The center plate 7 is securedto a body bolster, which latter may be of the builtup type and mayinclude a bottom cover plate 8, center brace 9 and a top cover plate 10. An opening 11 is provided in the bolster to receive the center pin (not shown). The bolster is also provided with a pair of openings 12 on the opposite sides of the center brace 9.

The car structure includes side sills (not shown) secured to end sills, a portion of one of the latter being shown at 1 3 in Fig. 10:. Preferably, the end sills are braced against deflecting forces by means of torque members, one of which is shown at 14:, with its outer end riveted to the end sill and its inner end attached to the body bolster. The torque members 14 also constitute supports for the flooring 15.

A. suitable number of cross-bearers, a portion of one of which is shown at 16, are provided intermediate the" body bolsters.

The cross bearer 16 has formed therein two openings 17 which register with the openings 12 in the body bolster. The cross-bearer is preferably connected to the body bolster by means of vertically disposed flanged' members 18, which constitute floor supports and strengthen the cross-bearers against longitudinal and vertical forces tending to deflect the same. Two vertically disposed angles 19 are secured to the outer face of crossbearer 16 closely adjacent the inner edges of openings 17 therein to strengthen the crossbearer and to provide supporting means for bearing members 20. The latter are prefer- 6 car structure and passing freely through the openings in the body bolsters and the crossbearers, is a center member or draft and buffing beam that is mounted for longitudinal movement in both directions from a normal position relative to said structure. YVhile various types of rolled members may be employed, the center member is preferably constituted by two vertically disposed channels 23 which are rigidly connected at a plurality of points in. a manner to be described more fully hereinafter. The lower flanges of channels 23 have sliding engagement with the body bolster and bearing members 20, 20 provided on the cross-bearers. The center member is guided against lateral movement by the center brace 9 and angles 19. Train slack means are provided and preferably the same are so constructed that the train slack is less than that now considered as standard. As shown, a striking plate casting 24 (Fi 1a) is rigidly secured to the outer end of channels 23, as by means ofrivets, and extending into the striking plate is the shank of a coupler 25. The coupler shank is provided wit-h a transverse slot 26 through which extends a key 27. The outer ends of the latter project through openings 28' in channels 23 and through suitable openings in draft lugs 29 which are rigidly connected to the inn er faces of the webs of the channels.

Cast integrally with the inner ends of draft lugs 29 is a cylindrical housing 30 constituting a pocket for 'a coil spring 31. Preferably, the spring is given an initial compression and to facilitate the assembly of the same there may be employed a bolt 32 and assembly washers 33 and 34. The bolt 32 extends loose- 1;; through openings in the washers and t rough an opening in the inner end of pocket 30, the coil spring surrounding the bolt and hearing at its opposite ends against the wash ers. A follower 35 is slidably mounted in a recess formed in the draft lugs and is in engagement with the inner end of the coupler shank and with washer 33. Spring 31 acts through the follower 35 to yieldingly hold the inner wall of slot 26 in the coupler shank in engagement with the inner edge of key 27, and the outer edge of the key is normally held in engagement with the outer walls of the key openings in channels 23 and draft lugs 29.

When a draft force is applied to the coupler 25 the same cannot move relatively to the center member and draft lugs 29. When a bufiing force is imparted to the coupler, however, it moves inwardly relative to the center member against the tension of spring 31 until the key goes solid on the inner abutments of the draft lugs. Simultaneously,

follower 35 goes solid on the inner wall of .the follower recess or pocket. The slot 26 in the coupler shank is preferably greater in length than the width of key 27 to permit angling of the coupler. As will be understood by those skilled in the art, the coupler may be associated with the center member in such a manner as to be movable in both directions from a normal position, if desired, but in the preferred embodiment of the invention the relative movement between the coupler and center member is maintained small in order to avoid the many objectionable features arising from the large amount of train slack obtained when draft gears of the type now in use are employed.- While some benefits of the present invention may be secured by associating both friction and resilientelements with the coupler to normally maintain itin a predetermined position relative to the center member, it is pointed out that in the preferred form of the invention no friction elements are employed and a predetermined train slack is thus provided for.

Novel cushioning means are provided for yieldingly resisting movement of the center member relative to the body bolsters, and preferably said means are adapted for long travel whereby high pressures which result from the application of draft and buffing forces to the car structure are avoided, and damage to the car and its lading is prevented. Furthermore, the travel of the cushioning means is greater than the travel of the coupler relative to the center member.

The cushioning means comprises a substantially rectangular housing 36 that is preferably formed as a casting, the upper and lower walls of which are inclined inwardly as at 36a to form wedges. The vertical dimensions of housing 36 is greater than the depth of the channels and said housing is provided with laterally projecting flanged portions 366 which engage upper and lower cover plates 37 and 38 res ectively that are riveted or otherwise suitab y attached to the upper and lower flangesof thechannels 23. The cover plates are provided with openings through which extend the upper and lower is mounted at a convenient distance inwardly from the face of the body bolster, engagesa horizontally disposed friction shoe that is triangular in cross-section, the outer and inner shoes being designated and 41 respectively. The inner faces of each pair of shoes 40, 41 have sliding frictional engagement with a longitudinally disposed friction column or member 42 that may be formed as a casting. The upper and lower friction surfaces of column 42 taper from the centers thereof, outwardly, towards the opposite ends of the same, and the outer end of member 42 is pivotally connected, as by means of a horizontally disposed pin 43, to vertically disposed ears or lugs 44 that are secured to and project inwardly from the inner face of the body bolster. As shown, ears 44 are cast integrally with center brace'9 and extend between similar ears 45 formed on the friction member 42. Pin 43 may be maintained in position by means of cotters 46, if desired.

The friction column 42, which extends from the center brace inwardly beyond the wedge housing 36, and which is preferably rectangular in cross-section, is provided centrally thereof with a longitudinally extending opening within which is slidably mounted a yoke member 47 which, in the form shown, is constituted by a rod-shaped member. The outer end of member 47 is slotted to receive a vertically disposed key 48 adapted to move freely J in a vertically disposed slot 49 provided in the outer portion of friction member 42. Key 48 is preferably provided,-on its outer edge, with a notch 48a to provide shoulders which engage the yoke member or rod 47 and retain the key in operative position.

A coil spring 50, which is operativcly mounted on the inner end of rod- 47, coacts with the friction elements described to resist relative movement of the draft and bufing beam or column. The inner end of spring 50 abuts against a follower 51 slidably mounted on rod 47 and retained inwperative position thereon by means of a. vertically disposed key 52 which is similar in form to key 48 and which extends through a suitable opening closely adjacent the inner end of said rod. Buckling of spring 50 may be prevented by suitable means such as longitudinal fins 53 provided on the intermediate portion of rod 47.

The outer end of spring 50 engages a boxshaped follower 54 that surrounds and is slidably mounted on the inner end of the friction member 42. upper and lower walls of follower 54 are normally in abutting engagement with the inner faces of the inner pair of friction shoes 41 and spring 50 is effective through said follower rod 47 and key 48 to normally maintain theshoes 40, 41 in engagement with the faces of the wedges provided in the upper and lower Walls of housing36.

In order to obtain the benefits resulting from low pressures the spring 50 and rod 47 are of relatively great length and as shown project inwardly beyond thein-ner face of the cross-bearer 16. Accordingly, the crossbearer is provided centrally with an opening to permit free movement of the spring and-rod tberethrough, and preferably a supporting and guiding member 55, having a cylindrical portion which extends through the opening in the cross-bearer and is provided with vertical flanges, is riveted to the inner face of the cross-bearer 16, whereby the inner ends of the Spring and rod are supported. The ends of the cylindrical portion of member 55 are substantially parallel but are cut at an angle to the flanges of said member. for a purpose to be described hereafter. When so constituted, the lower portion of the outer end of the cylindrical portion terminates substantially in the plane of the outer vface of cross-bearer 16, while the upper portion of the inner end of said cylindrical portion terminates closely adjacent the inner face of the cross-bearer.

Means are provided for positively releas ing shoes 40, 41 in the event that the same adhere to the wedges formed in housing 3 6, and for maintaining said shoes at all times in operative relation With said wedges. As shown more clearly in Figs. 2 and 3, the housing 36 is provided in each end wall'with four lugs or cars 56 which extend loosely into recesses formed in the outer ends of the shoes 40, 41. When the parts are in normal position the cars 56 are laterally spaced from the adjacent shoes.

Means are provided for positively limiting movement of the draft and bufiing beam or center member 23, 23 relative to the body bolsters. For this purpose 'theouter ends of plates 37 and 38 are provided with strengthening plates or webs 57 whichare adapted to engage the inner face of the body bolster simultaneously with the engagement of the outer ends of plates 37 and 38 therewith, whereby relative movement of the center member is positively limited in one direction. The tie plates 37, 38, 39 and 57 serve to rigidly connect and strengthen the channels 23. The channels are further strengthened and braced by means of tie plates 58, 59 (Fig. 1a) provided with strengthening webs 60, 61, said The outer ends of the tie plates and webs being secured to the upper and lower flanges of the channels intermediate the end sill and the body bolster and being so positioned as to constitute stops for positively limiting movement of the center member to the left relative to the bolster.

Normally, the parts occupy a position illustrated n the drawings withkey 48 hearing at its inner edge against shoes and also against the inner end wall of slot 49, spring '50 serving to maintain said key in this position with the shoes in engagement with the wedges. If a draft force be applied to conpler 25 the same moves to the right relative to the body holster, as. viewed in Fig. 1a, carrying therewith thecenter member 23, 23 and the wedge housing 36. The inner shoes 40 are forced to the right along the diverging walls of member 42 and the friction thereby developed is effective to yieldingly resist relative movement of the center member. Theengagement of shoes 40. "with member 42 is ineffective to mox e the latter to the right due to its connection with the body bolster. Shoes 40 force key 48 to the right in slot 49, carrying along therewith rod 47 and key 52, whereby spring 50 is compressed, the outer end of said spring being held against movement by the engagement offollower 54 with the inner end of member 42. The inner pair of shoes 41 do not generate friction at this time, but are maintained in operative relation with the wedges by means of lugs 56 which pick up said shoes after housing 36 has moved a short distance carrying saidshoes along therewith. The friction shoes 40 and spring-5O thus yieldingly absorb the draft force and due to the long travel of the same high pressures are =the draft lugs. so

avoided, as well' as damage to the car structure and its lading.

\Vhen the draft force has been expended the parts are returned to normal position by spring 50. If shoes 40 seize on'the friction member 42, lugs 56 are effective to positively disengage theshoes and return'the same to normal position. In the event the draft force is excessive, the stops constituted by plates 37, 38 and 57 move into engagement with the inner face of the bolster to positively limit relative movement of the center member.

If a buffing forceis imparted to coupler 25, the latter moves to the left, as viewed in Fig. 1a, against the tension of'spring 31 until the outer end wall of slot 26 bottoms on the outer edge of key 27, whereupon the key is moved to the left to engage the inner abutments of Simultaneously, follower 35 goes solid against the adjacent end of housing member 30 and the bufling force is now effective to move the center member to the left relative to'the body bolster.

housing 36 forces the shoes 41 to the left along the d iverging faces of friction mem- The wedge her 42 and ears 56 carry along therewith the shoes 40.' Shoes 41 act through follower 54 to compress spring 50, which 1s held against movement at its inner end by follower 51, key 52, red 47 and key 48 which engages the inner end wall of slot 49. The bufling force is thus yieldingly absorbed without damage to the car or lading and if the force is suffic-iently great, the stops, constituted by plates 58, 59, 60 and 61, go solid on the adjacent face of the bolster to positively limit relative .movement of the center-member. If the shoes 41 adhere to the friction member 42, the same are positively disengaged by the ears 56 and the parts are returned to normal position by spring 50.

Preferably, cushioning means are associated with each of the car body bolsters and it will be understood that when the elements of the cushioning means shown in Fig. 1 move in the manner described above, under the action of a draft force, the elements of the cushioning means adjacent the other car bolster move as if a. huffing force were applied thereto. The two cushioning means thus coact to yieldingly resist relative movement of the center member. in both directions.

' In Fig. 6 there is shown another embodiment of thepresent invention, wherein the friction walls of a friction column 62, which corresponds in function to'the friction column 42, converge from the central portion of said column towards the opposite ends thereof. When so constituted the springs yieldingly' resist relative movement of the center memer under draft and bufling forces, while the friction shoes act as snubbers only to check recoil, the remaining parts of the apparatus functioning in a manner similar to that of the first embodiment of the invention. The cushioning means shown in Fig. 6 are particularly adapted for use in passenger cars where low recoil is highly advantageous. i

The cushioning means of the present invention are similar in certain respects to those disclosed in mvcopending application point of costs. In assembling the cushioning means the same are disposed at an angle relative to the center member and the inner ends of spring 50 and rod 47 are inserted through the cylindrical portion of member 7 55, the latter being so formed'as described above to permit the insertion of the spring therethrough when the latter is in an inclined position. The inner end of the friction member 42 can now be pinned to the gears provided on the body bolster and thereafter the cover plates 38, 39 and web 57 are riveted in place to support the cushioning means. As will be understood by those skilled inthe art, no gauging is required in assembling the cushioning means with the remainder of the structure. The car builder, in fabricating the center member, gauges the oversoli-d stops constituted by plates 37 38 and 57 and in assembling the structure the housing 36 is passed through the opening provided in the upper cover plates and pin 43 is then passed through the ears provided on friction member 42 and the bolster. The lower cover plates are then riveted to the center member to support the cushioning means. In the structure disclosed in my co-pending application Serial No. 292,076, the wedges and friction shoes cannot be assembled as a unit with the remaining elements of the cushioning means to facilitate transportation to the car builders.

Various changes may be made in the details of construction and arrangement of parts Without departing from the spirit of the invention. For example, various supporting means may be employed for spring 50 and means other than the tie plates shown may be employed for securing the channels one to the other, and for rigidly connecting thereto the wedge housing 36. Reference will therefore be had to the appended claims for a definition of the limits of the invention.

What is claimed is 1. In a car structure of the type embodying a bolster and a draft and buffing member extending substantially the length of the structure and mounted for movement relative to said bolster, cushioning means for yieldingly resisting relative movement of said member including a wedge housing, tie plates secured to said draft and bufiing member for rigidly connecting said member and housing, and

means for resisting said relative movement and including friction shoes operatively positioned within said housing, said last named means being operatively connected to the body bolster.

2. In a car structure of the type embodying a body bolster. and a draft member extending substantially the length of the car stucture and mounted for movement relative to the bolster, cushioning means for yieldingly re sisting relative movement of said member in both direptions including a wedge housing, tie plates carried by the member for supporting the wedge housing therein, and friction and resilient elements adapted to coact with said housing, one of said friction elements being operatively connected to the bolster.

3. Cushioning means for a car structure of the type embodying a draft and buffing column extending substantially the length of the structure and mounted for movement relahousing and friction elements associated with said for yieldingly resisting relative movement of the draft and buffing column.

4. In a car structure of the type embodying a bolster and a draft and buffing member extending substantially. the length of the structure and mounted for movement relative to the bolster, cushioning means for yieldingly resisting the movement .of the member comprising a housing having wedges formed interiorly thereof, tie plates engaging the upper and lower ends of the housing for rigidly securing the same to the member, and means operatively connected to said draft member and bolster for resisting relative movement therebetween, including friction shoes, operatively engaging said wedges, and resilient means.

5. ,In a car structure of the type embodying a draft and buffing member extending substantially the length of thecar structure and mounted for movement relative there- 'to, said member being constituted by a pair operative engagement with the housing.

6. Ina car structure of the type embodying a rigid draft and bufling member extending substantially the length of the structure and mounted for movementrelative to the body bolsters of said structure, and cushioning means for yieldingly resisting relative movement of the column including a housing having wedges formed on the, upper and lower walls thereof, tie plates for connecting said housing to the column for movement therewith,-friction shoes in engagement with said wedges, a friction member connectedto the bolster andhavingits upper and lower surfaces in engagement with said shoes, means carried by said housing for maintaining said shoes in operative relation withsaid wedges, and yielding means adapted to coact with said friction elements. I

, 7. In a car structure of thetype having a body bolster and a center member extending substantially the length of the car structure and passing through the bolster, train slack means carried by the center member, and means for yieldingly resisting relative movement of the center member, said last named means including a housing provided with Wedges therein, tie plates for operatively connec'ting said wedges to said center member,

' said tie plates constituting stops to positively limit movement of the center member relative to the bolster, friction elements associated with said wedges, one of said friction elements being operatively connected to the bolster, and yielding means adapted to coact with said friction elements.

8. In a car structure of the type provided with body bolsters having openings therethrough and a rigid draft and bufling column extending substantially the length of the structure and passing through said openings, cushioning means for resisting movement of the column relative to the bolster including a housing having wedges formed interiorly thereof, tie plates constituting positive stops for the column for supporting said housing on said column, a friction member extending through the housing and pivotally connected to the bolster for movement about a horizontal axis, friction shoes interposed between the'friction member and the wedges of the housing, and yielding means adapted to coact with said friction elements. j

9. In a car structure of the type provided with body bolsters having openings therethrough'and a rigid draft and bulfing column extending substantially the length of the structure andpassing through said openings,

said column being adapted for movement relative to said bolsters, cushioning means for resisting movement of the columnrelative to the bolsters including a friction column secured to the inner face of one of the bolsters, said friction column having friction surfaces which converge from the center towards the ends thereof, friction. shoes adapted for assembly and installation as a unit.

11. In a car construction of the type provided with body bolsters having openings therethrough and a rigid draft and bufing column extending the length of the structure and passing through said openings, said column being adapted for movement relative to said bolsters, resilient means for resisting movement of the column relative to said bolsters, and friction means associated with said resilient means for absorbing the recoil shocks of said springs including a friction column operatively connected to one of said bolsters and friction elements operatively engaging said friction column during recoil movement ofsaid draft and bufiing column.

In testimony whereof I have signed this specification.

OTHO C. DURYEA.

engaging said friction column, a housing for the shoes secured to and movable with the column, and resilient means 0 eratively bolsters including a friction column secured to the inner face of one of the bolsters, said friction column having horizontally disposed friction surfaces which converge from .the center towards the ends thereof, friction shoes engaging the friction column, a wedge housing surrounding said column and shoes,

resilient means, and means for operatively connectmg the resilient means with said column and shoes, said cushioning means being 

